Large transport crew had altitude deviation and speed deviation in geg class east.

Attributes
ACN	474136
Time
Date	200005
Day	Tue
Local Time Of Day	1201 To 1800
Place
Locale Reference	airport : geg.airport
State Reference	WA
Altitude	msl single value : 8000
Environment
Flight Conditions	Mixed
Light	Daylight
Aircraft 1
Controlling Facilities	tracon : geg.tracon
Operator	common carrier : air carrier
Make Model Name	Large Transport, Low Wing, 2 Turbojet Eng
Operating Under FAR Part	Part 121
Flight Phase	climbout : intermediate altitude
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : commercial pilot : atp
Experience	flight time last 90 days : 90 flight time total : 5000 flight time type : 360
ASRS Report	474136
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : multi engine pilot : instrument pilot : commercial
Events
Anomaly	aircraft equipment problem : less severe altitude deviation : excursion from assigned altitude other anomaly other anomaly other anomaly other
Independent Detector	other flight crewa other flight crewb
Resolutory Action	aircraft : automation overrode flight crew controller : issued new clearance flight crew : returned to assigned altitude flight crew : regained aircraft control
Supplementary
Problem Areas	Flight Crew Human Performance Aircraft
Primary Problem	Flight Crew Human Performance
Air Traffic Incident	Pilot Deviation

Narrative:

During departure from geg ATC leveled us at 8000 ft. While leveling at 8000 ft aircraft VNAV system malfunctioned. Asked captain for 250 KTS speed intervene but for some reason aircraft did not respond. Ie, (throttles advanced to full climb rated EPR). I attempted to disengage the autothrottle and retard thrust, but after I pulled the throttles back and pushed the throttle disengage button, the throttles immediately advanced to full climb rated thrust again. I again called for speed 250 KTS. The captain did not respond. I again tried to disengage the autothrottles using the throttle button, but to no avail. Finally I reached up and manually turned off the autothrottle via the glareshield mounted switch. The autothrottles were disengaged at this time. At the point when I took my hand off throttles this final time the throttles advanced again. This is when the nose pitched up and I gained approximately 800 ft and observed an increase of airspeed of approximately 290 KTS. During this very few seconds the captain was talking to ATC getting a frequency change and an altitude change. We both noticed the pitch up at the same time. He called for 8000 ft and I pushed the yoke forward to reduce altitude. Within a few seconds the frequency change was made and a higher altitude was given. The captain and I discussed the problem and noted that I should have been louder when calling for speed 250 KTS. I should have been more concentrated on the pitch attitude and made sure he knew what the problem was, and that he should assist the copilot to ensure that aircraft maintains parameters at all times.

Original NASA ASRS Text

Title: LGT CREW HAD ALTDEV AND SPD DEV IN GEG CLASS E.

Narrative: DURING DEP FROM GEG ATC LEVELED US AT 8000 FT. WHILE LEVELING AT 8000 FT ACFT VNAV SYS MALFUNCTIONED. ASKED CAPT FOR 250 KTS SPD INTERVENE BUT FOR SOME REASON ACFT DID NOT RESPOND. IE, (THROTTLES ADVANCED TO FULL CLB RATED EPR). I ATTEMPTED TO DISENGAGE THE AUTOTHROTTLE AND RETARD THRUST, BUT AFTER I PULLED THE THROTTLES BACK AND PUSHED THE THROTTLE DISENGAGE BUTTON, THE THROTTLES IMMEDIATELY ADVANCED TO FULL CLB RATED THRUST AGAIN. I AGAIN CALLED FOR SPD 250 KTS. THE CAPT DID NOT RESPOND. I AGAIN TRIED TO DISENGAGE THE AUTOTHROTTLES USING THE THROTTLE BUTTON, BUT TO NO AVAIL. FINALLY I REACHED UP AND MANUALLY TURNED OFF THE AUTOTHROTTLE VIA THE GLARESHIELD MOUNTED SWITCH. THE AUTOTHROTTLES WERE DISENGAGED AT THIS TIME. AT THE POINT WHEN I TOOK MY HAND OFF THROTTLES THIS FINAL TIME THE THROTTLES ADVANCED AGAIN. THIS IS WHEN THE NOSE PITCHED UP AND I GAINED APPROX 800 FT AND OBSERVED AN INCREASE OF AIRSPD OF APPROX 290 KTS. DURING THIS VERY FEW SECONDS THE CAPT WAS TALKING TO ATC GETTING A FREQ CHANGE AND AN ALT CHANGE. WE BOTH NOTICED THE PITCH UP AT THE SAME TIME. HE CALLED FOR 8000 FT AND I PUSHED THE YOKE FORWARD TO REDUCE ALT. WITHIN A FEW SECONDS THE FREQ CHANGE WAS MADE AND A HIGHER ALT WAS GIVEN. THE CAPT AND I DISCUSSED THE PROB AND NOTED THAT I SHOULD HAVE BEEN LOUDER WHEN CALLING FOR SPD 250 KTS. I SHOULD HAVE BEEN MORE CONCENTRATED ON THE PITCH ATTITUDE AND MADE SURE HE KNEW WHAT THE PROB WAS, AND THAT HE SHOULD ASSIST THE COPLT TO ENSURE THAT ACFT MAINTAINS PARAMETERS AT ALL TIMES.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.